Motor driven operator for high voltage switch



April 21, 1970 J. BERNATT ET L 3,503,179

I MOTOR DRIVEN OPERATOR FOR HIGH VOLTAGE SWITCH Filed May 16, 1968 9 Sheets-Sheet 1 J. BERNATT ETA;

A ril 21, 1970 MOTOR DRIVEN OPERATOR FOR HIGH VOLTAGE SWITCH Filed May 16. 1968 9 Sheets-Sheet 2 v J a w LIMIT 73 SWITCH April 21, 1970 J BERNATT ET AL 3,508,179

I MOTOR DRIVEN OPERATOR FUR HIGH VOLTAGE SWITCH Filed May 16, 1968 9 Sheets-Sheet 3 April 21, 1970 J. BERNATT ET AL 7 3,508,179

MOTOR DRIVEN OPERATOR FOR HIGH VOLTAGE SWITCH Filed May 16, 1968 9 Sheets-Sheet 4 n Q \R $1 MOTOR DRIVEN OPERATOR FOR HIGH VOLTAGE SWITCH Filed May 16, 1968 April ,1970 J. BERNATT ET AL 9 Sheets-Sheet 5 A ril 21, 1970 J. BERNA'f ET AL 3,508,179-

MOTOR DRIVEN OPERATOR FQR'HIGH VOLTAGE SWITCH 9 Sheets-Sheet 6 Filed May 16, 1968 HAND CRANK INTERLOCK SWITCH April 21, 19 70 J, ER f-r ET AL MOTOR DRIVEN OPERATOR FOR HIGH VOLTAGE SWITCH Filed May 16, 1958 9 Sheets-Sheet 7 April 21, 19.70 ,LBERNATT ET AL 3,508,179

MOTORVDQRIVEN OPERATOR FOR HIGH VOLTAGE SWITCH Filed'May 16, 1968 v9 Sheets-Sheet 8 w 5 216 3 g 9 I 6 oscoupums SWITCH SLS' OPEN 0 CLOSE-D April 21, 1970 J BERNATT ETAL 3,508,179

MOTOR DRIVEN OPERATOR F63 HIGH VOLTAGE SWITCH Filed May 16, 1968 9 Sheets-Shoot 9 CONTROL VOLTAGE 7 b 9 a J J W 5.. w U 2 o] a w w w.

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HAND CRANK INTERLOCK' SWITCH 236? jaw/f United States Patent 3,508,179 MOTOR DRIVEN OPERATOR FOR HIGH VOLTAGE SWITCH Joseph Bernatt, Arlington Heights, and David M. Evans,

Wheeling, Ill., assignors to S & C Electric Company,

Chicago, Ill., a corporation of Delaware Filed May 16, 1968, Ser. No. 729,565 Int. Cl. H01h 3/54 US. Cl. 335-68 19 Claims ABSTRACT OF THE DISCLOSURE The drive shaft for operating a three phase high voltage switch is rotated to less than a complete revolution in one direction or the other to close or open the switch by an electric motor that drives through a speed reducing train. A manually operable handle, foldable in non-operated position and non-detachably connected to the speed reducing train, permits manual operation. A hand crank interlock switch is opened when the handle is unfolded to prevent energization of the motor. A selector handle operates a clutch to disconnect the drive shaft from the motor. The clutch can be clutched only when the drive shaft and motor are in the same annular relation as shown by indicators operated individually from the drive shaft and the motor. A limit switch driven by the motor deenergizes it in the switch closed and switch open positions. The motor is stopped by a spring operated brake that is released when the motor is energized, when the manually operable handle is unfolded and when the selector handle unclutches the clutch. Auxiliary trip windings for the switch poles are prevented from being energized by a decoupling switch operated by the selector handle in unclutching the clutch.

The motor driven operator herein is an improvement over the motor driven operator disclosed in Evans and Stene Patent No. 3,432,780, issued Mar. 11, 1969.

Among the objects of this invention are: To provide for operating a switch for high voltage electric power transmission lines in a new and improvedmanner; to employ a speed reducing train between an electric drive motor and a switch drive shaft that rotates through a partial revolution in opposite directions for operating the switch between open and closed positions with a manually operable handle or crank connected to the speed reducing train at a location where there is substantial speed reduction between the handle or crank and the switch drive shaft; to non-detachably mount the handle or crank on the switch operating mechanism and to arrange for folding it to a non-operating position; to prevent energization of the drive motor and to release a brake arranged to stop the drive motor when the handle or crank is unfolded; to unclutch a clutch interconnecting the switch drive shaft and the speed reducing gear train to permit independent operation of .the motor and parts driven thereby; to reclutch the clutch only when the switch drive shaft and the motor are in the same angular relation; to indicate individually the positions of the switch drive shaft and the motor by juxtaposed overlying indexes; to deenergize the motor when the switch has been operated to the closed or open positions by a limit switch driven by the motor; and to prevent energization of auxiliary trip windings when the clutch is unclutched to avoid tripping of the switch when the motor is not connected to complete the switch opening operation.

According to this invention provision is made for operating a three phase high voltage 34.5 kv. to 345 kv. switch having moving parts weighing up to 3,000 pounds by a motor operated mechanism or by manual operation.

3,508,179 Patented Apr. 21, 1970 Each phase switch includes a disconnecting switch blade in series with a circuit interrupter operated by an insulator that is rotated through a partial revolution. The rotatable insulators are mechanically interconnected to be operated by a switch operating member in the form of a vertical pipe that is rotated at a speed of about 32 r.p.m. through about one-half of a revolution for closing or opening the three phase switch through speed reducing means by a motor that rotates at about 4000 rpm. The speed reducing means includes sprockets and gears. Provision is made for bypassing the motor operated mechanism and opening the individual circuit interrupters without moving the rotatable insulators. Subsequently the motor operated mechanism goes through its operating cycle to open the disconnecting switch blades and reclose the circuit interrupter. For manual operation a non-detachable manually operable handle is folded onto the housing of the motor operated mechanism. Thus it is always available to permit manual operation of both the motor operated mechanism and the three phase high voltage switch or of the motor operated mechanism alone. The manually operable handle is arranged for mechanical connection at an intermediate point to the speed reduction mechanism. When the manually operable handle is swung to its operative position, a brake mechanism, used for arresting rotation of the motor, is mechanically released and a hand crank interlock switch is opened to deenergize all circuits to the motor and to the trip windlugs for the individual circuit interrupters which by pass the motor operated mechanism. For checking the operation of the motor operated mechanism without requiring operation of the three phase high voltage switch, a manually operable selector mechanism is employed to decouple the switch operating member from the motor operated mechanism. The decoupling operation is effected by a manually operable selector lever which also is arranged to momentarily release the brake mechanism and to open the energizing circuit to the trip windings for the individual circuit interrupters. Provision is made for recoupling the motor operated mechanism and the switch operating member in only one position. This ineludes proper recoupling to a mechanically operated limit switch which is driven by the motor and is employed for deenergizing it at the ends of the switch opening and closing operations. The position of the motor operated mechanism for-either the open or close position of the three phase high voltage switch is shown by an indicator that is operated conjointly with the limit switch. For operating the limit switch, open and close cams are driven by the motor operated mechanism. In order to accommodate the torsion or twist that is present in the switch operating member or drive pipe and to prevent it from affecting the proper operation of the limit switch, a limited degree of lost motion is provided in the drive to the open and close cams.

In the drawings: FIG. 1 is a perspective view of a three pole or three phase high voltage switch for connection in a power transmission line, only one of the switch poles being showncompletely, the insulators and base for each of the other poles only being shown, the high voltage switch being arranged to be operated by a switch operating mechanism embodying this invention. FIG. 2 is a front elevational view of the switch operating mechanism, the front door and cover of the housing having been omitted in order to show the interior details of construction. FIG. 3 is a view, in side elevation, looking from left to right of FIG. 2 and showing certain details of the operating mechanism. FIG. 4 is a vertical sectional view taken generally along the line 4-4 of FIG. 2. FIG. 5 is a view, partly in front elevation and partly in section, of the gear box and frame for the operating mechanism shown in FIGS. 2 and 3, the illustration being at an enlarged scale. FIG. 6 is a horizontal sectional view taken generally along the line 6-6 of FIG. 5. FIG. 7 is a side elevational view of FIG. looking from left to right, certain parts being shown in section and others broken away to illustrate more clearly the details of construction. FIG. 8 is a view, in front elevation, of the front cover showing the manually operable mechanism handle or crank in folded position, certain parts being shown in section. FIG. 9 is a view, in rear elevation, of the construction shown in FIG. 8, certain parts being shown in section. FIG. 10 is a sectional view at an enlarged scale taken generally along the line 1010 of FIG. 8'. FIG. 11 is a vertical sectional view taken along the line 1111 of FIG. 10. FIG. 12 is a top plan view of the selector shaft and motor drive clutch, the selector handle being shown in section and rotated through 90 in order to show more clearly the details of construction. FIG. 13 is a view, in side elevation, taken generally along the line 1313 of FIG. 12, certain parts being shown in section. FIG. 14 is a plan view of the linkage between the cam follower shaft and the operator limit switch and auxiliary switch operated in accordance with the position of the motor. FIG. 15 is a vertical sectional view taken generally along the line 1515 of FIG. 12 to show the manner in which the decoupling switch is operated. FIG. 16 is chart showing the positions of the contacts of the operator limit switch which is operated in conjunction with the drive motor to effect its deenergization at the ends of the openings and closing strokes of the high voltage switch. FIG. 17 shows diagrammatically the circuit connections that can be employed for controlling the electric drive motor for operating the high voltage switch between open and closed positions and the associated circuits.

In FIG. 1 a three pole high voltage switch is indicated, generally, at 10 and is suitable for use in conjunction with high voltage electric power alternating current power transmission lines. The high voltage switch 10 can be constructed as disclosed in Lindell et al. US. Patent 3,116,391, issued Dec. 31, 1963. The individual switch poles are indicated at 11, 12 and 13. Each switch pole includes a base member 14 of suitable channel construction or the like having at its ends stationary insulators 15 and 16 and a rotatable insulator 17 intermediate its ends. The insulator 17 is rotatable through about 100 for the purpose of moving an interrupter operating mechanism 18 at its upper end through its operating cycle. Between the stationary insulator 16 and the interrupter operating mechanism 18 there is positioned a load current interrupter 19 which is arranged to be opened to interrupt the circuit before a switch blade 20 is swung out of engagement with a switch contact assembly, indicated generally at 21, carried by stationary insulator 15.

For effecting simultaneous operation of the rotatable insulators 17, each is provided with a laterally extending arm 24 that is connected by a link 25 to an arm 26 which extends from an interphase shaft 27 that is suitably journaled on the base members 14 and is driven through a gear box 28 by a vertically extending drive shaft 29 that is arranged to be rotated through about 180. At its lower end the switch drive shaft 29 is connected by a shaft coupling and bearing assembly, indicated generally at 30, to a switch operating mechanism, indicated generally at 31, which is enclosed in a weather proof housing 32. An access door 33 is provided for the housing 32 which can be locked against unauthorized entry. Above the access door 33 is a front cover 34 which is provided with a window 35 to permit inspection of a portion of the interior of the housing 32 and particularly of portions of the operating mechanism 31 therein. A manually operable mechanism handle or crank is indicated, generally, at 36 and is arranged to be folded over the front cover 34 and to be non-detachably connected to the switch operating mechanism 31 in a manner to be described. The housing 32 includes a side wall 37 on which a selector handle 38 4 is located in a selector handle mount 39 which is secured to the side wall 37.

In FIGS. 2 and 3 the reference character 42 designates, generally, frame means which includes the weather proof housing 32 and frame plates and angle shape frame parts that are not specifically identified herein. The shaft coupling and bearing assembly 30 is mounted on the top of the housing 32 and has depending therefrom a shaft extension 43 which, it will be understood, is connected directly to the switch drive shaft 29 and rotates conjointly therewith. The lower end of the shaft extension 43 is splined to slidably receive a clutch driven member or spline coupling 44 which forms a part of a motor drive clutch that is indicated, generally, at 45. A transverse slot 46 is provided in the lower end of the clutch driven member or spline coupling 44 as shown more clearly in FIG. 13 for receiving a coupling bar 47, FIG. 5, that is secured to the upper end of a shaft 48. The transverse slot 46 and the coupling bar 47 are offset from the axis of rotation of the shaft extension 43 and of the shaft 48 in order to prevent clutching of the motor drive clutch except when the shaft extension 43 and shaft 48 are in one angular position. The ends of the shaft 48 are journaled in a gear box 49 and it carries a large diameter spur gear 50 which is keyed thereto. A pinion 51, FIG. 7, is engaged by the gear 50 and is mounted on a shaft 52 which is journaled in the gear box 49. At its upper end a bevel gear 53 is keyed to the shaft 52 and is positioned in a frame 54 that is mounted on the gear box 49. The bevel gear 53 engages a bevel pinion 55 that is keyed to a horizontal manual drive shaft 56 the ends of which are journaled on the frame 54.

As shown in FIGS. 2 and 3 at the left end of the.

manual drive shaft 56 there is non-rotatably positioned thereon a sprocket 57 which is connected by a chain 58 to a smaller sprocket 59 which is located in a gear box 60 that is suitably mounted on the frame means 42 and in which is located a spur gear 61 which is rotatable conjointly with the sprocket 59. The spur gear 61 engages a pinion 62 that is non-rotatably mounted on a shaft 63 which is driven by an electric drive motor 64 that is suitably mounted on frame means 42. The electric drive motor 64 is a reversible alternating or direct current motor having a speed of 4000 r.p.m. It will be understood that other motors can be employed and that these characteristics of the motor 64 are mentioned for illustrative purposes.

It is desirable to promptly arrest rotation of the shaft 63 driven by the motor 64 when the latter is deenergized. For this purpose a brake disc 67 is non-rotatably mounted on the shaft 63 and brake shoes 68 forming a part of a brake assembly, indicated generally at 69 and suitably mounted on the frame means 42, are provided on opposite sides of the disc 67. A brake lever 70, FIG. 4, is arranged to move the shoes 68 into engagement with the brake disc 67. For this purpose a coil tension spring 71 is connected to the brake lever 70 and normally holds the shoes 68 in engagement with the brake disc 67. The coil tension spring 71 moves the brake lever 70 in the direction indicated by arrow 72 to set the brake and arrest further rotation of the shaft 63 driven by the motor 64. The brake assembly 69 is arranged to be released in response to energization of the drive motor 64 and in response to unfolding of the manually operable mechanism handle or crank 36 and momentarily on operation of the selector handle 38 in manners to be described. At the distal end of the brake lever 70 a pin 73 makes connection to a pair of links 74 which are connected by a pin 74' to the distal end of an arm 75 which is nonrotatably mounted on a shaft 76 which is journaled in a support 77 that is suitably mounted on the frame means 42. Intermediate the ends of the shaft 76 an arm 78 is non-rotatably secured thereto and at its distal end a pin 79 makes connection to a pair of links 80 which are connected by a pin 81 to an armature 82 that is arranged to be attracted by a brake release solenoid 83 on its ener- I gization to move the armature 82 downwardly as indicated by arrow 84 for the purpose of moving the brake lever 70 to the brake released position. The shaft 76 also has an arm '85 non-rotatably secured thereto and connected at its distal end by a pin 86 to a link 87 which is located at the lower end of a brake release rod 88 which is arranged to be moved downwardly in the direction indicated by arrow 89 for'also releasing the brake assembly 69 on unfolding of the handle or crank 36 or momentarily on operation of the selector handle 38.

FIGS. 7-11 illustrate the manner in which the handle or crank 36 is unfolded and arranged to rotate the switch drive shaft 29 and the motor 64 by a connection to the speed reducing train interconnecting the drive motor 64 and the shaft extension 43 which is connected directly to the switch drive shaft 29. The handle or crank 36 is connected to a point along this speed reduction train in order to permit it to operate at a corresponding mechanical advantage with respect to the switch drive shaft 29. In FIGS. 7 and it will be noted that the right end of the manual drive shaft 56 terminates in a transverse bar 92 which forms a part of a manual clutch, indicated generally at 9-3, and is arranged to enter a slot 94 in a clutch end 95 of a piston that is indicated at 96. The piston 96 has a splined cylindrical hollow shank 97 that is slidable in a splined sleeve portion 98 of a hand crank support which is indicated, generally, at 99 and is pivoted in the front cover 34. Since the slot 94 is likely not to be aligned with the transverse bar end 92 of the manual drive shaft 56, when it is desired to operate the switch operating mechanism 31 by the handle or crank 36, coil compression springs 102 in sockets 103 in the clutch end 95 of the hand crank support 99 are arranged to urge the latter into clutching engagement when the clutch end 95 is rotated to align the slot 94 with the transverse bar end 92. The coil compression springs 102. react against a transverse bar 104 which extends through a slot 105 in the clutch end 95. The transverse bar 104 is secured by a bolt 106 to a push rod 107 that is slidably mounted within the hollow shank 97. At its right end the push rod 107 is bifurcated as indicated at 108 and a pin 109 extends through a link 110 located between the furcations. The other end of the link 110 is connected by a pin 111 which extends through collars 112 which are non-rotatably secured to the inner ends of pins 113 which are journaled in an enlarged hollow cylindrical end 114 of the hand crank support 99. The outer ends of the pins 113 are keyed to furcations 117 of a bifurcated end 118 of and extend at right angles to a shank 119 of the handle or crank 36 which, in folded position, overlies the front cover 34. A shaft 120 extends from the other end of the shank 119 and carries a handle tube 121 in overlying relation to the side wall 37 of the housing 32 as shown more clearly in FIG. 1. The tube 121 provides a hand grip to facilitate rotating the handle or crank 36. Loops 122 and 123 on the shank 119 and the front cover 34 are arranged to receive a padlock or other locking device to prevent unauthorized unfolding of the handle or crank 36.

The outer end of the hollow cylindrical end 114 of the hand crank support 99 is closed by an end plate 124, FIG. 10, which is secured in place by bolts 125. A plunger 126 is slidably mounted in the end plate 124 and its inner end is arranged to enter an opening 127 in one of the collars 112 to prevent rotation of the pins 113 and unfolding of the handle or crank 36. A coil compression spring 128 biases the plunger 126 into locking engagement with the collar 112. A knob 129 at the outer end of the plunger 126 facilitates withdrawing of the plunger 126 against the action of the spring 128.

On withdrawal of the plunger 126, the handle or crank 36' can be rotated bodily about the axis through the pins 113 through 180 to position the handle tube 121 at a location where it can be rotated manually. When the bifurcated end 118 of the handle or crank 36 is rotated about the axis of the pins 113, the link moves the push rod 107 inwardly and carries with it the transverse bar 104 which compresses the springs 102 and moves the clutch end 95 toward the juxtaposed end of the manual drive shaft 56. If the slot 94 is not in alignment with the transverse bar end 92 of the manual drive shaft 56, further movement of the clutch end 95 is prevented while movement of the transverse bar 104 continues. Then, when the handle or crank 36 is manually rotated about the axis of rotation of the hand crank support 99 in the cover 34, the slot 94 is moved into alignment with the transverse bar end 92 and driving engagement is had with the manual drive shaft 56.

It is desirable, when the switch operating mechanism 31 is operated manually by the handle or crank 36, that the drive motor 64 be deenergized. For this purpose the arrangement now to be described is employed. As shown in FIGS. 10 and 11 bolts 130 extend through a bearing 131 in which the clutch end 95 of piston 96 is journaled. The bolts 130 extend into the transverse bar 104. The bearing 131 in turn is journaled in a guide plate 132 that is arranged to be moved translatorily only on movement of the push rod 107. The guide plate 132 is arranged to engage a roller 133 that is carried at the distal end of an operating arm 134 from a hand crank interlock switch 135 which has a pair of normally open contacts 135a and 135b, FIG. 17, that are spring biased to closed position.

It is necessary to release the brake assembly 69 by moving the brake shoes 68 out of engagement with the brake disc 67 in order to permit manual operation using the handle or crank 36. For this purpose a lever 136, FIGS. 9, 10 and 11, is pivoted at 137 on a support 138 that extends from the rear side of the front cover 34. Furcations 139 of one bifurcated end 140 are positioned on opposite sides of the guide plate 132 and are pivotally connected thereto at 141. Furcations 142 at the other bifurcated end 143 of the lever 136 have a pin 144 extending therethrough and through a slot 145 in a link 146 that is secured to one end of brake release rod 147 that is slidable through the opposite walls of the frame 54, FIG. 7.

In FIGS. 3, 7, 12 and 13 the operating linkage between the brake release rod 147 and the brake release rod 88 is shown. A pin 149 interconnects the brake release rod 147 with an arm 150 that is secured to and rotates with a brake release shaft 151 that is suitably rotatably mounted on the frame means 42. A lever 152 is secured to the brake release shaft 151 for rotation therewithand furcations 153 of its bifurcated end 154 are connected by a pin 155 to a link 156. The other end of link 156 is connected by a pin 157 to one arm 158 of a bell crank that is indicated, generally, at 159 and is pivoted at 160 on a support 161 which is carried by the gear box 49. The other arm 162 of the bell crank 159 is connected by a pin 163 to a link 164 that is secured to the upper end of the brake release rod 88.

When the handle or crank 36 is rotated {from the folded position through with respect to the hand crank support 99, the guide plate 132 is moved inwardly, as described, and the lever 136 is rotated to move the brake release rod 147 in the direction indicated by arrow 165, FIG. 3, and through the linkage previously described to move the brake release rod 88 downwardly as indicated by arrow 89 in FIG. 4 for pivoting the shaft 76 and moving the brake lever 70 downwardly against the biasing action of the coil tension spring 71. Then the handle or crank 36 can be rotated to rotate the manual drive shaft 56 and thereby the pinion 55 which provides an intermediate connection to the speed reducion train between the motor 64 and the shaft extension 43 or the switch drive shaft 29. On return of the handle or crank 36 to the folded position, the guide plate 132, FIG. 10, is moved left to right. The clutch end 95 is disengaged from the transverse bar 92, the hand crank interlock switch 135 is returned to the normal closed position and the lever 136 is pivoted to the position shown in FIG. 10. The brake release rod 147 is permitted to move in the direction opposite to arrow 165 under the influence of coil tension spring 71 and the brake lever 70 operates the brake assembly 69 to move the shoes 68 into engagement with the brake disc 67 to set the brake.

In some instances it is desirable to disconnect the drive motor 64 from the shaft extension 43 and thereby from the switch drive shaft 29. One reason for this is to permit inspection and checking of the operation of the motor driven mechanism 31 without effecting a corresponding operation of the high voltage switch 10. It is for this purpose that the motor drive clutch 45 is provided. In FIGS. 12-13 the arrangement for declutching the motor drive clutch 45 is illustrated. The clutch driven member or spline coupling 44, which is slidable on the lower end of the shaft extension 43, is mounted in a bearing "166 that is connected by pivot pins, one of which is shown at 167, to furcations 168 of a coupler yoke as indicated, generally, at 169. In order to permit decoupling of the clutch driven member or spline coupling 44 from the coupling dog or bar 47 at the upper end of the shaft 48, FIG. 5, the brake assembly 69 should be momentarily released. If it is not released, the torsion stress left in the switch drive shaft 29 as the result of the last operation by the drive motor 64 may make it difiicult to move the clutch driven member or spline coupling 44 to the released position along the lower end of the shaft extension 43. Accordingly, a detent 170 is arranged to engage a roller 171 that is carried by a pin 172 which extends between the furcations 153. On a slight movement of the detent 170, the lever 152 is pivoted to pivot the brake release shaft 151 and release the brake assembly 69 in the manner previously described. As soon as the detent 170 passes the roller 171, the spring 71, FIG. 4, resets the brake assembly 69 so that the motor drive clutch 45 is declutched with the brake set. For declutching the motor drive clutch 45 by shifting the clutch driven member or spline coupling 44 to the unclutched position, the right side of the coupler yoke 169, FIG. 12, is slotted as indicated at 173 for receiving bosses, one of which is indicated at 174, that are carried by a coupling member 175 which is secured to and rotates with a selector shaft 176 on which the detent 170 is mounted. The selector shaft 176 is suitably journaled in the frame means 42 for rotation about an axis parallel to the axis of rotation of the brake release shaft 151 and has the coupler yoke 169 mounted freely thereon. The lost motion provided by the slots 173 and bosses 174 permits rotation of the selector shaft 176 to rotate the detent 170 into engagement with the roller 171 and disengagement therefrom to momentarily release the brake assembly 69 before any movement of the coupler yoke 169 takes place to declutch the motor drive clutch 45. At the right end of the selector shaft 176 there is provided an integral transverse bar 177 that exends into a slot 178 which is formed in a hub of the selector handle 38. When the high voltage switch is equipped with the auxiliary trip windings of the above identified patent, it is desirable that the energizing circuit therefor be opened when the selector handle 38 is rotated for declutching the motor drive clutch 45. The reason for this is that on energization of the auxiliary trip windings only the load current interrupters 19 are opened. Unless the drive motor 64 is able to perform its function and rotate the switch drive shaft 29, it is not possible to have the interrupter operating mechanisms 18 go through their normal cycles of operation, including the recocking of the spring mechanism employed for opening the load current interrupters 19 and swinging the switch blades 20 to the open circuit position. It is for this purpose that a detent 179 is mounted on the selector shaft 176 and is arranged, FIG. 15, to engage a roller 180 on an arm 181 which is arranged to operate a decoupling switch 182 that has normally closed contacts 182a, FIG. 17, which opens the energizing circuit for the auxiliary ings to be referred to hereinafter.

The selector handle 38 is held in either of its operative positions by av plunger 183 that is slidably mounted with one end arranged to engage either of two openings, one of which is shown at 184, in the selector handle mount 39, FIG. 12. A knob 185 at the outer end facilitates withdrawal of the plunger 183 against the biasing action of a coil compression spring 186.

As pointed out hereinbefore provision is made for reclutching the drive motor 64 to the shaft extention 43 and thereby to the switch drive shaft 29 only when they occupy-the same angular position. This is necessary in order to provide for the proper synchronization of the operation of the drive motor 64 with the operation of the high voltage switch 10 for the purpose of deenergizing the drive motor 64 at the ends of the opening and closing strokes of the high voltage switch 10. The recoupling can take place only when the transverse slot 46, FIG. 2, of the motor drive clutch 45 registers with the coupling bar 47. Since they are offset from the common axis of rotation of the shaft extension 43 and of the shaft 48, FIG. 5, carrying the coupling bar 47, the recoupling can occur only when the transverse slot 46 is aligned with the coupling bar 47. After the motor drive clutch 45 has been unclutched by operation of the selector handle 38 in the manner described and the drive motor 64 has been energized and deenergized, the desired alignment for the motor drive clutch 45 is likely not to occur. Accordingly, it is desirable to provide some means for visually indicating the necessary alignment to permit reclutching of the motor drive clutch 45. For this purpose provision is made for comparing the angular position of the shaft extension 43 and thereby of the switch drive shaft 29 with the position of the coupling bar 47 and thereby of the motor 64. As shown in FIG. 2 a sprocket 188 is mounted on the shaft extension 43 for rotation therewith and it is connected by a chain 189 to a sprocket 190 which is mounted for rotation with an auxiliary shaft 191 that is suitably pivotally mounted on the frame means 42 at its upper end. The auxiliary shaft 191 extends parallel to the axis of rotation of the shaft extension 43 and thereby of the shaft 48 carrying the coupling bar 47. Below the sprocket 190 an indicator disc 192 is secured to the auxiliary shaft 191 for rotation therewith. Numerals 193 are provided on the periphery of the indicator disc 192 and separated by vertical lines. Since there is a 1 to 1 ratio between the sprockets 188 and 190, the angular position of the indicator disc 192 corresponds to the angular position of the shaft extension 43 and thereby of the switch drive shaft 29. The position of the drive motor 64 as reflected by the position of the shaft 48, FIG. 5, which carries the coupling bar 47, is transmitted by a sprocket 194 secured to and rotatable with the shaft 148, through a chain 195 to a sprocket 196 to which an upstanding collar 197 is connected which also is provided on its periphery with numerals 198, FIG. 2. The numerals 198 are separated by vertical lines. Thus, when the vertical lines and the numerals on the indicator disc 192 and on the upstanding collar 197 are aligned, as shown in FIG. 2, the necessary relationship exists between the switch drive shaft 29 and the drive motor 64 to permit clutching of the motor drive clutch 45 and thus restoration of the driving connection between the drive motor 64 and the high voltage switch 10.

The sprocket 196 is pivoted on a bearing 200 and is arranged by means of a lost motion connection indicated, generally, at 201 between it and a plate 202 to drive it and thereby a hollow control shaft 203 to which it is welded for a purpose that will be apparent presently. The hollow control shaft 203 is journaled in the distal ends of arms 204 that extend outwardly from the gear box 49. The lost motion connection 201 includes a lost motion pin 205 that is mounted on and rotates with the trip windsprocket 196 and a clearance opening 206 in the plate 202 into which the upper end of the lost motion pin 205 extends. The reason for providing the lost motion connection 201 is due to the residual torsion stress in the switch drive shaft 29 at the end of the switch opening or closing operation which might be reflected in a slight rotation of the control shaft 203 which would then not correspond in angular position to the angular position of the drive motor 64 as reflected by the position of the shaft 48. This torsion stress is released when the 'brake assembly 69 is operated to move the shoes 68 out of engagement with the brake disc 67.

The movement of the hollow control shaft 203 is employed for effecting the deenergization of the drive motor 64 at the ends of the closing and opening strokes of the high voltage switch 10. It is for this purpose that a close cam 207 and an open cam 208 are secured to the control shaft 203 for rotation therewith. Suitable provision is made for adjusting the angular positions of the cams 207 and 208 with respect to the control shaft 203. The cams 207 and 208 are arranged to engage, respectively, a close roller 209 and an open roller 210 which are suitably mounted on a cam follower 211 that is secured to and pivots with a, shaft 211' that is pivotally mounted in the arms 204.

In FIG. 14 it will be noted that the shaft 211' is connected to an arm 212 which is pivotally connected at 213 at its distal end to a link 214 the other end of which is connected to one arm of a bell crank lever 215 which is arranged to operate an operator limit switch 216 having contacts 216a, b, c, d, e, f, g and h, FIGS; 16 and 17, which are employed principally for controlling the energization of the drive motor 64 in one direction or the other.

.T he other end of the bell crank lever 215 is connected by a link 217 to an arm 218 which is arranged to operate an auxiliary switch 219 the contacts of which are not further described herein but which can be employed for various signalling and control purposes that are related to the position of the drive motor 64 as reflected by the position of the shaft 48, FIG. 5. a

Since the position of the shaft 211', FIGS. 2 and 5, corresponds to the position of the drive motor 64 in the manner just referred to advantage is taken of this to provide an indicator 220 which is movable with the shaft 211'. The indicator 220 is movable relative to a slot 221 in a stationary shield 222 with the indicator being suitably marked to indicate the motor position. For example, the word CLOSED appears in the slot 221 when the close cam 207 engages the close roller 209 as shown in FIG. 2. The word OPEN appears in the slot 221 in the shield 222 when the open cam 208 engages the oven roller 210.

Often it is desirable to provide contacts that are either opened or closed, depending upon the angular position of the switch drive shaft 29. It will be recalled that this angular position is reflected in the angular position of the auxiliary shaft 191. Accordingly, as shown in FIG. 2, the auxiliary shaft 191 is journaled at its lower end within the hollow control shaft 203 and extends below it. A plate 223 is secured to the lower end of the auxiliary shaft 191 and it is arranged to be adjustably connected by bolts 224 to an underlying plate 225 which is pivotally connected at 226 to an arm 227 thatis arranged to operate an auxiliary switch 228. Thus the contacts of the auxiliary switch 228 are controlled in accordance with the angular position of the switch drive shaft 29 and use can be made of this fact for various signalling and control purposes as may be desired.

For manually initiating the energization of the drivernotor 64 for opening or closing the high voltage switch 10, a control switch, indicated generally at 229 in FIG. 2, is provided. It is suitably mounted on the frame means 42. In addition, green and red indicating lamps 230 and 231 are provided, the green lamp 230, when lighted, in

dicating that the high voltage switch 10 is open and the red lamp 231, when lightend, indicating that it is closed.

The circuit connections for controlling the operation of the high voltage switch 10 are illustrated in FIG. 17. Here conductors 234 and 235 are indicated as being connected to a suitable control voltage such as a or 230 volt alternating or direct curren source. These conductors are connected by manually operable switches 236 and 237 through contacts and 135b of the hand crank interlock switch 135 to energize conductors 238 and 239. The control system as shown in FIG. 17 assumes that the high voltage switch 10 is open. Accordingly, as indicated in FIG. 16, contacts 216c, d, f, g and h are closed and contacts 216a, b and :2, all of the operator limit switch 216, are open.

For controlling the direction of rotation of the drive motor 64, which is a series type motor, a closing coil 240 and an opening coil 241 are employed. Contacts 240 a, b and d are open and contacts 240:: are closed when the closing coil 240 is deenergized. Likewise, contacts 241a, b and d are open and 2410 are closed when the opening coil 241 is deenergized.

A stepping relay coil 242 is arranged to be energized on closure of a push button switch 243 or by the closure of relay contacts connected in parallel therewith that may be responsive to overcurrent flow in the high voltage power transmission system in which the high voltage switch 10 is connected. The stepping relay coil 242 is arranged to be repeatedly energized and deenergized by operation of stepping contacts one of which is indicated at 244 and is arranged, as is conventional, once energization of the stepping relay coil 242 is initiated to continue to energize it in a stepwise fashion through a predetermined operating cycle. The stepping relay coil 242 is arranged to operate contacts 242a and b which are normally closed and contacts 2420, d, e, g and h that normally are open but which are closed in the sequence to be described. The stepping relay coil 242 is provided for controlling the energization of parallel connected auxiliary trip windings 245, 246 and 247 which, as described in the patent above referred to, are arranged to effect the tripping of the interrupter operating mechanism 18 of the individual poles 11, 12 and 13 of the high voltage switch 10 for effecting operation of the respective load current interrupter 19 in advance of the normal operation thereof.

In the event that operation of the stepping relay coil 242 should fail for any reason, the timer 248 is provided which has normally open contacts 248a. As will appear hereinafter these contacts are closed to effect energization of the opening coil 241 and subsequent energization of the drive motor 64 to operate the high voltage switch 10 to the open position.

It will be assumed that the control switch 229 is operated to the close position. As a result contacts 229a are closed to complete a circuit from conductor 238 through normally closed contacts 216i, closing coil 240 and normally closed contacts 2410, 216c and 242b to conductor 239. Closing coil 240 is energized and contacts 2400 are opened to open a possible energizing circuit to opening coil 241 and contacts 240a and 2401) are closed to complete an obvious energizing circuit for the drive motor '64. In addition brake release solenoid 83 is energized in parallel with the drive motor 64 for the purpose of releasing the brake assembly 69. Contacts 240d are closed to provide a holding circuit around contacts 229a for the closing coil 240. The contacts 229a of the control switch 229 can be opened.

The drive motor 64 then operates through the speed reduction train to rotate the switch drive shaft 29 in a direction to close the high voltage switch 10. The operation proceeds through positions 1 through 9 as indicated in FIG. 16 for operation of the operator limit switch 216. In position 1 contacts 216k are closed and the green indicating lamp 230 is lighted. Contacts 216a are open and the red indicating lamp is not lighted. In position 2 contacts 216b are closed to prepare an energizing circuit for opening coil 241. Contacts 216a and d remain closed. Contacts 216 and g are opened and contacts 216k are opened to deenergize the green lamp 230. The operation continues through the remaining positions. In position 3 contacts 216a are closed to prepare an energizing circuit which subsequently can be completed on closure of the push button switch 243 or the relay contacts connected in parallel therewith. In position 7 contacts 216d are opened. In position 8 contacts 216a are closed to energize red indicating lamp 231 and contacts 21'6c are opened to open the energizing circuit for the closing coil 240. In the fully closed position 9 contacts 216a remain closed along with contacts 216!) and 216e. On deenergization of closing coil 240 contacts 240a and 24% are opened to deenergize the drive motor 64 and brake release solenoid 83. Contacts 240d are opened to open the holding circuit around contacts 229a. Contacts 2400 are closed to prepare the energizing circuit for the opening coil 241.

For opening the high voltage switch 10 the control switch 229 is operated to the open position thereby closing contacts 2291) and completing an energizing circuit for the opening coil 241 from conductor 238 through contacts 229b opening coil 241, normally closed contacts 240e, contacts 216b which now are closed, to conductor 239. As a result of the energization of opening coil 241 contacts 241a and 241b are closed to effect the energization of drive motor 64. At the same time the brake release solenoid 83 is energized to release the brake assembly 69. Contacts 241d are closed to provide a holding circuit for contacts 22% and contacts 2410 are opened to prevent inadvertent energization of the closing coil 240. The high voltage switch 10 then is operated to the open position and the operator limit switch 216 moves from position 9 back to position 1 with its contacts being closed and opened as indicated by the sequence chart in FIG. 16.

Assuming that the high voltage switch 10 is closed and that it is equipped with the auxiliary trip windings 245, 246 and 247 as outlined in the patent above referred to, then closure of the contacts of the push button 243 completes an energizing circuit for the stepping relay coil 242 which can be traced from conductor 238 through the contacts of push button switch 243, contacts 216e of the operator limit switch 216 which are closed, normally closed contacts 242a, stepping contact 244, and stepping relay coil 242 to conductor 239. As pointed out above contacts 242a are closed. In the first position of the stepping relay coil 242 these contacts remain closed and contacts 242b are opened to make certain that the closing coil 240 is not energized. In the second position of the stepping relay coil 242 under the control of stepping contact 244 contacts 242C and d are closed. At contacts 2420 an energizing circuit is completed from conductor 238 through normally closed contacts 182a of the decoupling switch 182 to the auxiliary trip windings 245, 246 and 247. As a result of their energization the load current interrupter 19 for each of the poles 11, 12 and 13 of the high voltage switch 10 is opened. Contacts 242d complete the holding circuit around the contacts of the push button switch 243. The stepping relay coil 242 continues to be energized in a stepwise fashion by the stepping contacts 244 'until contacts 242a, c and d are opened. In the next position contacts 242e, f, g and h are closed. The closure of contacts 242e and 242 effects the energization of the drive motor 64 and energization of the brake release solenoid 83. The drive motor 64 then operates to rotate the switch drive shaft 29 in the opening direction to operate the interrupter operating mechanisms 18 and complete the opening cycle for each of the poles 11, 12 and 13 of the high voltage switch 10. Contacts 242g are closed to complete an obvious energizing circuit for the opening coil 241 and its contacts are closed and opened in the manner above described and function as there indicated. Contacts 242k are closed to insure that the stepping relay coil 242 continues to be energized until it is returned to the initial position in which only contacts 242a and 242b are closed. In the last position of the stepping relay, contacts 242a are opened to open the previously traced energizing circuit for stepping relay coil 242.

In the event that the stepping relay coil 242 and con tacts operated thereby, for some reason, are ineffective in initiating and continuing the cycle of operations above outlined, the timer 248 is energized after the expiration of a. predetermined interval, for example 15 cycles of 60 Hz., after the contacts of the push button switch 243 are closed. When the timer 248 has been energized for this interval, its contacts 24811 are closed to complete an obvious energizing circuit for the opening coil 241. It initiates the opening sequence of operations for the high voltage switch 10 previously described.

It will be recalled that the contacts a and b of hand crank interlock switch 135 are opened when the handle or crank 36 is unfolded. When the contacts 135a and 13Sb are open, it will be apparent from FIG. 17 that none of the circuitry connected between conductors 238 and 239 can be energized.

The decoupling switch 182 is operated when the selector handle 38 is shifted to the position for unclutching the motor drive clutch 45. Operation of the decoupling switch 182 opens contacts 182a and prevents subsequent energization of the auxiliary trip windings 245, 246 and 247 even if the contacts of push button switch 243 are closed or the relay contacts in parallel therewith are closed. The reason for this is that it is undesirable to have the auxiliary trip windings 245, 246 and 247 energized without this action being followed up by energization of the drive motor 64 to complete the opening operations for the high voltage switch 10.

What is claimed as new is:

1. Mechanism for operating a high voltage switch between open and closed positions comprising frame means,

a switch drive shaft for connection to said switch and rotatable on said frame means in opposite directions to effect opening or closing thereof,

a drive motor on said frame means,

means providing a speed reducing driving connection between said switch drive shaft and said drive motor including a motor drive clutch,

manually operable selector means on said frame means connected to said motor drive clutch for connecting to said drive motor to and disconnecting it from said switch drive shaft,

a manual drive shaft on said frame means connected to said speed reducing driving connection between said drive shaft and said motor at a location where there is substantial speed reduction from said manual drive shaft to said switch drive shaft,

a manually operable mechanism handle on said manual drive shaft for rotating it,

an auxiliary shaft on said frame means,

drive means interconnecting said switch drive shaft and said auxiliary shaft,

a control shaft on said frame means,

drive means interconnecting said drive motor and said control shaft,

switch position indicator means on said auxiliary shaft,

and

motor position indicator means on said control shaft.

2. Switch operating mechanism according to claim 1 wherein means on said motor drive clutch prevent clutching thereof except in predetermined relative angular positions of said switch drive shaft and of said motor as indicated by said switch position and motor position indicator means.

3. Switch operating mechanism according to claim 2 wherein said auxiliary and control shafts are coaxial and 13 said switch position and motor position indicator means are in juxtaposed overlying relation.

4. Switch operating mechanism according to claim 3 wherein said drive means to said auxiliary shaft and to said control shaft include chain and sprocket means.

5. Switch operating mechanism according to claim l wherein there is a lost motion connection between said drive means and said control shaft whereby limited rota tion of said switch drive shaft incident to dissipation of torsion stress therein is not reflected in pivoting of said control shaft.

6. Switch operating mechanism according to claim 1 wherein open and close cams are carried by said control shaft,

a cam follower shaft is pivoted by said cams to alternate positions corresponding to the open and close positions of said high voltage switch,

said drive motor is connectable to an electric current source, and

limit switch means operated by said cam follower shaft controls the deenergization Of said drive motor at the ends of the opening and closing strokes of said high voltage switch.

7. Switch operating mechanism according to claim 6 wherein indicator means operated by said cam follower shaft indicate the open or closed position of said high voltage switch.

8. Switch operating mechanism according to claim 6 wherein said manually operable mechanism handle is non-detachably connected to said manual drive shaft is foldable on said frame means in its non-operative position.

9. Swith operating mechanism according to claim 8 wherein said drive motor is connectable to an electric current source, and

a hand crank interlock switch operated on unfolding of said manually operable mechanism handle disconnects said drive motor from said electric current source.

10. Switch operating mechanism according to claim 9 wherein brake means is connected to said drive motor for stopping it on deenergization thereof, and

means interconnect said manually operable mechanism handle and said brake means to release the same when said mechanism handle is unfolded.

11. Mechanism for operating a high voltage switch between open and closed positions comprising frame means,

a drive shaft for connection to said switch and rotatable on said frame means in opposite directions to effect opening or closing thereof,

a drive motor on said frame means,

means providing a speed reducing driving connection between said drive shaft and said drive motor,

a manual drive shaft on said frame means connected to said driving connection between said drive shaft and said motor,

a manually operable mechanism handle foldable on said frame means and connected to said manual drive shaft for rotating it,

a manual clutch connecting said manual drive shaft to said manually operable mechanism handle on unfolding thereof to operative position,

means connecting said drive motor to an electric current source, and

a hand crank interlock switch operated by unfolding of said manually operable mechanism handle for disconnecting said drive motor from said electric current source.

12. Switch operating mechanism according to claim 11 wherein brake means is connected to said drive motor for stopping it on deenergization thereof, and

means interconnect said manually operable mechanism handle and said brake means to release the same when said mechanism handle is unfolded.

13. Mechanism for operating a high voltage switch between open and closed positions comprising:

frame means,

a drive shaft for connection to said switch and rotatable on said frame means in opposite directions to effect opening or closing thereof,

a drive motor on said frame means,

means providing a speed reducing driving connection between said drive shaft and said drive motor,

a manual drive shaft on said frame means connected to said driving connection between said drive shaft and said motor, and

a manually operable mechanism handle foldable on said frame means and connected to said manual drive shaft for rotating it,

said mechanism handle including an arm having a hand grip at one end overlying said frame in the folded position of said mechanism handle and having the other end bifurcated,

a handcrank support pivotally mounted on said frame between the furcations of said handle,

pin means pivotally mounting said furcations on said hand crank support,

a piston slidable in said hand crank support and forming a part of a manual clutch for engaging a clutch element on said manual drive shaft, and

a push rod slidable in said piston, eccentrically connected at one end to said pin means, and connected through spring means at the other end to said piston.

14. Switch operating mechanism according to claim 13 wherein said drive motor is connectable to an electric current source, and

a hand crank interlock switch operated by said push rod on unfolding of said manually operable mechanism handle disconnects said drive motor from said elec tric current source.

15. Switch operating mechanism according to claim 13 wherein brake means is connected to said drive motor for stopping it on deenergization thereof, and

means interconnect said push rod and said brake means to release the same when said mechanism handle is unfolded.

16. Mechanism for operating a high voltage switch between open and closed positions comprising:

frame means,

a drive shaft for connection to said switch and rotatable on said frame means in opposite directions to effect opening or closing thereof,

a drive motor on said frame means,

means providing a speed reducing driving connection between said drive shaft and said drive motor,

a manual drive shaft on said frame means connected to said driving connection between said drive shaft and said motor,

a manually operable mechanism handle foldable on said frame means and connected to said manual drive shaft for rotating it,

said speed reducing driving connection including a motor drive clutch for connecting said drive motor to and disconnecting it from said drive shaft to said switch,

a manually operable selector handle is connected to said motor drive clutch for operating it,

brake means connected to said drive motor for stopping it on deenergization thereof, and

means interconnecting said manually operable selector handle and said brake means to release the same when said selector handle is operated to unclutch said motor drive clutch.

17. Switch operating mechanism according to claim 16 wherein a selector shaft is pivotally mounted on said frame and interconnects said selector handle and said motor drive clutch, and

a decoupling switch is operated by said selector shaft to disconnect auxiliary tripping means for said high voltage switch.

18. Switch operating mechanism according to claim 16 wherein said means interconnecting said manually operable selector handle and said brake means includes a brake release shaft pivotally mounted on said frame,

and 1 means driven by said selectorshaft for pivoting said brake release shaft to momentarily release said brake 15 means.

19. Switch operating mechanism according to claim 18 wherein means interconnect said manually operable mechanism handle and said brake release shaft to release said brake means.

References Cited UNITED STATES PATENTS 1,941,214 12/1933 Kusterle 74-547 1,972,778 9/1934 Kennett 74547 3,321,998 5/1967 Haney 74-547 3,432,780 3/1969 Evans 335-68 BERNARD A. GILHEANY, Primary Examiner H. BROOME, Assistant Examiner 

